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A torque converter in modern usage, is usually a fluid coupling which is utilized so as to transfer rotating power from a prime mover, like for instance an internal combustion engine or an electrical motor, to a rotating driven load. Like a basic fluid coupling, the torque converter takes the place of a mechanical clutch. This allows the load to be separated from the main power source. A torque converter could provide the equivalent of a reduction gear by being able to multiply torque if there is a substantial difference between output and input rotational speed.
The most popular type of torque converter utilized in automobile transmissions is the fluid coupling kind. In the 1920s there was even the Constantinesco or pendulum-based torque converter. There are different mechanical designs used for always changeable transmissions that could multiply torque. For instance, the Variomatic is one type that has a belt drive and expanding pulleys.
The 2 element drive fluid coupling is incapable of multiplying torque. Torque converters have an part known as a stator. This alters the drive's characteristics through times of high slippage and generates an increase in torque output.
Inside a torque converter, there are a minimum of three rotating components: the turbine, to drive the load, the impeller which is driven mechanically driven by the prime mover and the stator. The stator is between the impeller and the turbine so that it can change oil flow returning from the turbine to the impeller. Traditionally, the design of the torque converter dictates that the stator be prevented from rotating under whichever situation and this is where the word stator begins from. In truth, the stator is mounted on an overrunning clutch. This design stops the stator from counter rotating with respect to the prime mover while still enabling forward rotation.
Alterations to the basic three element design have been incorporated at times. These adjustments have proven worthy especially in application where higher than normal torque multiplication is considered necessary. Most commonly, these modifications have taken the form of many turbines and stators. Each set has been meant to generate differing amounts of torque multiplication. Various instances consist of the Dynaflow that uses a five element converter to be able to generate the wide range of torque multiplication considered necessary to propel a heavy vehicle.
Even though it is not strictly a part of classic torque converter design, various automotive converters comprise a lock-up clutch to be able to lessen heat and to enhance cruising power transmission effectiveness. The application of the clutch locks the turbine to the impeller. This causes all power transmission to be mechanical that eliminates losses related with fluid drive.
